Railway signal and control apparatus.



C. F. RUMOLD.

RAILWAY SIGNAL AND CONTRDL APPARATUS.

APPLlcAnoN msn AuG.i2. isla.

'Fwwpwmg l Patented Apr. 27', 1915.

my i

C. F. RUMOLD.

RAILWAY SIGNAL AND 'CONTROL APPARATUS.

APPLICATION FILED AUG. 12, 1913. f

Patented Apr. 2?, 1915.

4'sHEETs-sHEET 4.

CHRISTXAN 'E'. lltlll'lllOLI),A

or annua, 'iannrnonr ItLWAY SIGNAL AND CONTROL APPARATUS.

Specification of :Letters retenu Patented Apr, 2t?, i915..

Application eil August 12, 1913. Serial No. 84l,393.

T@ all whom t may concern:

lie it known that l, Crnusfrran F. RU- Motn, a citizen of the United States, residing at Berea, in the county of Madison and State of. Kentucky, have invented cer tain new and useful lmprovements in Railway Signal and Control Apparatus, of which the following is a specification. y

lily invention relates to signal apparatus and its object is to provide signals for and to control the running of railway vehicles.

My invention consists in the parts and in the details ot construction and arrangement of parts as will hereinafter be more fully described and claimed.

l'n the drawing: Figure 1 is a diagram oit.

the arrangement ot my apparatus on a vehicle with batteries furnishing the current. Fig. 2 is a diagram of track signal apparatus suitable tor use with my invention. Fig. 3 is a vertical longitudinal section through part oi a vehicle truck illustrating in detail an arrangement of' the mechanism :toi-ming part ot my apparatus. Fig. 4: is a partial plan. vieuT ci a circuit breaker. Fig. 5 is a side elevation of the same. Fig. 6 is an end elevation oit' the same. Fig. 7 is an end elevation of part of. a vehicle truck and,

part of a track apparatus With the inclosing casing broken away to reveal the 1nterior mechanism thereof, and showing how the track apparatus cooperates with the vehicle apparatus. Fig. 8 is a plan view of the track apparatus shoivnin Fig. 7 with the upper part ot the casing removed. Fig. 9 is a diagram of my vehicle apparatus where a dynamo electric machine is the source oi' current.

As illustrated in Fig. 1 a combined visual and audible signal device 1 is provided to indicate conditions ahead of the vehicle in the direction in which it is traveling, and a similar apparatus 2 is provided to indicate conditions in the rear of the vehicle in the direction away from which the vehicle is traveling.

ln the device 1,lamps 3 and 4l, which may be white and red, respectively, as indicated by the' initial letters, ailord the visual signal and a bell 5 allords the audible signal. Similarly, in the device 2, lamps 6 and 7, which may be white and blue, respectively, :is indicatec by the initial letters, give the visual signal and the bell S gives the audi ble signal. In the device l., a battery 9 supivhich is attracted by an electric magnet 26 plies the current for either lamp and for the bell. A. relay 10 attracts a contact bar 1l. when energized and closes a circuit through the White lamp 3 by Way oi' a conductor 12, battery 9 and a conductor 13. lt the relay 10 is denergized the bar 11y drops and breaks the above circuit but closes a circuit through the red lamp l by Way of the conductor 14, battery 9 andthe conductor 13. The hell 5 is connected parallel .with the lamp ll in thiscircuit. therelay 10 lights the White lamp and leaves Thus, energizing the red lamp dark and the bell 5 silent, but

denergization of the relay leaves the White lamp dark, displays the red light and rings the bell 5. The construction and' ioperation of the device 2 is the same as that of the de vice l, having a battery 15 and a .relay l@ with a bar 17 closing circuit. through vthe white lamp 6 by the Way of conductor 18, the battery 15, and the conductor 19 or closn ing circuit through the blue lamp i Way of the conductor 20, battery 15,.aud Athe conductor 19, accordingly asthe relay l@ kis energized or denergized. i

The above described devices 'landA 2ten-V l To best insure safety it is desirable not only to give-a siga nal but to automatically affect the operation.,

."li brake pipe 21 may have a chamber 22; $011# stitute the signal apparatus.

of the vehicle. For this purpose theair tinuous with its interior and normally .closed by a valve 23 with a stem 2li connected,toy

by :the f one end of a lever 25, the `other end o when the magnet is energieed and thereb presses the valve 23 to its seat. A spring 2 is provided to raise the valve from its seat it the magnet 26 is denerg-ized. 'This movement ot the lever 25 is limited by a stop 28..

A. Whistle 29 forms the outlet .tromthe space above the valve 23. 1When the valve is open the escape et air from the pipe 2l reduces the pressure in the pipe andV causes the brakes to operate to stop or retard the vehicle and the escaping air also sounds an alarm or signal. by means of the 'Whistle 29.

The rectiying switch 30 is provided to interchange the connections to the relays 1() and 1li from the circuit breakers 31 and 32 vehicle -irioves in one 'direction or .the other.,

loo

Acarried clown adjacent to the track bed, as

To' control the speed. of the vehicle, a centrifugal circuit-breaker 35 is provided and driven along with `the switch-actuating mechanism 34. The rectifying switch, as illustratedcomprises four bars 36, 37, 38 and 39 arranged parallel 4to each other, and pivoted at corresponding ends. They are also all pivoted to bar 40; and the lever 41, ashere shown, engages with the bar 40 to move it and swing the bars 36, 37 38 and 39 on their pivots. Five contact points 42, 43, 44, 45 and 46 are arranged in a series so y that the free ends of the pivoted bars may swing over them and engage either as shown in the drawings with the points 42, 44, 43 and 45 respectively, or, when shifted through the medium of the lever 41 and the bar 40, to make contact with the points 46, 44, 42 and 43, respectively. The lever 41 has therack bar 47 pivoted to it, with a short series of rack teeth 48 terminated in both ydirections by ratchet teeth 49. The rack teeth 48 will mesh with the teeth of va pinion 50, turned by a worm-gear 51 meshing with a worm 52 on a shaft with a gear 53, which g'ear has an idler gear'54 meshing with it and with the gear 55 on the axle of the truck 33. When the ratchet teeth 49 reach the teeth of the pinion, however, further longitudinal movement of the rack teeth 48 vwill cease and the ratchet' teeth 49 will simply allow the teeth of the pinion 50 to slip under them due to inclined surfaces which they present toward the teeth, While the pinion isstill rotating in that direction. As soon as the pinion starts to rotate in the other direction, however, one of .its teeth will engage the` side of the ratchet tooth 49 adjacent to the rack teeth 48, this Vside being labrupt, and the rack bar is'again pulled `*down so that'its rack teeth 48 mesh with the teeth of the pinion 50, moving longitudinally oveieuntil'the ratchet tooth 49 at the other end engages with the teeth of the pinion, again stopping the shifting movement of the rack bar and acting as the ratchet tooth at the other end did during the rotation in the first direction. It is thus possible to secure a shifting of the bars of the rectifying switch 30 during the first motion of the vehicle in either direction automatically.- Abevel gear 56 also turns along with the gear 5.3 as driven from the axle 55, and meshes with another bevel gear 57 with vwhich the hollow body 58 of the'ceiitrifugal circuit breaker 35 rotates and contains a quantity of liquid electrical conducting material 59 such as mercury. Twoconductors 60 and 61 extend down into the hollow body 58 anddepend for` connection .together upon having their ends in contact with kor 1mjmersed inthe liquid conductor 59.

The parts are so designed and the quantity of liquid is so proportioned that so long as the speed of t e vehicle is within the proper late the liquid conductor fronwthe conductors 60 and 61, except at their terminal regions of contact or immersion, and the conducting parts should also be insulated from the supporting and driving mechanisni.

The circuit breakers 31 and 32, mounted on the truck 53, are illustrated in enlarged detail in Figs. 4 to 6, inclusive. A bracket 62, constructed to bolt to some part of the truck frame or other convenient part of the.

vehicle, has an ,upper extension 63 which carries, in a downwardly opening recess 64, two tongues 65 on insulating mountings 66. Conductors are connected to these tongues 65 to lead to the other parts of the apparatus as will later be described. Preferably,

the extension 63 is made hollow and the conductors lead through it over toward'the part of the vehicle upon which the circuitbreaker is mounted. The bracket 62 has a lower extension 67 with an elongated transverse recess in which a blade 68 is pivoted on a bolt 69 passing back through the bracket 67. This blade 68, when in upright position, will come between the tongues 65 and make electrical connection between them through a contact plate'70 which it carries on its upper end on an insulating mounting \71. If the blade 68 be forced sidewise in either direction, turnin on its pivot bolt 69, -it will pass out from etween the tongue 65 and break the electrical connection between the tongues. The' upright position of the blade 68 is its normal osition, and, to automatically return it rom depressed position in either direction, a ten- 'and down in'the stirrup 75 to adjust the tension of the spring 72. Buliers 76 are mounted in the extension 67, at the ends of the transverse recess therein, to receive the ilnpact of the blade 68 as it i's forced downward, and'the im act is cushioned by having these buffers 6 mounted near opposite ends of the Hat s rings 77 which are supported in their mi dle parts in the extension 67 and Hank the tension spring 72. FWith the blades 68 thus, or in any other suitable way, mounted to normally make a connection between the tongues 65, or be forced histmed i either direction from between the tongues, and break the connection', any suitable projection properly placed along the wtrack, such as the arrn 78, Will force the blade 68 back in direction opposite from that in which the vehicle is traveling, thus breaking the` electrical connection as described.

ln Fig. 5 the black arrow indicates the direction ci? travel of the vehicle land the White arrow indicates the direction of swinging of the tlade 68 when engaged by the arm 78, as siown, said arm (8 being indicated in dotted lines only in Fig. 5 and also in Fig. 6.

Suitable mounting and controlling means for the arm 78 will be described, but it should be here noted that, with any-arrangement, the circuit-breaker 31' at one side of the vehicle is to control signals from a direction along the track opposite to that oif' signals controlled'by the other circuit breaker 32 on the other side oif the vehicle. Thus, as shown Fig. 1, the conductor 79 leads from one of the tongues of the circuitbreaker 31 to the pivot of the bar 36 of the rectiifying switch 30. Another conductor 80 leads from the other tongue of the circuit-breaker 31 to a battery 8l, and a conductor 82 continues from the battery to the pivot of the bar 37 of the rectifying switch. A lconductor 83 leads .from one of the tongues 65 of the circuit-breaker 32 at the other side of the vehicle to the pivot o' the bar 39 of the rectiiying switch 30, and another conductor 554ileads from the other tongue 65 ofthe circuit breaker?J to a battory 85, and from the battery a conductor 86 leads tothe pivot 'oi'l the bar 38 o the rectiand 46 are connected together and :trom them a conductor 87 leads to one end of the coil of a relay 88. The other end of the coil. of 'this relay 88 is connected, through a conductor 89, to the middle point 44 of the rectify/ing switch. The two ends of the coil of the relay 16, which controls the signa-ls in direction away from which the vehicle is running, .are connected by rconductors 90 and 91, respectively, to the points d2 and d3 or the rectifying switch 36.

From as much of the description as has been given it will be seen that either circuit f breaker 31 or 32 may have its tongues connected through the rectiiying switch 80 with ends cir' the coil of either the relay 58 or the relay 16; and in each case a battery 81 or 65 respectively will be included in the circuit, energizing the relay that the battery `is included with; but if the circuit breaker 31 is actuated to break the connection between its blades current will cease in the denergiaed.

to tberolay 16l will directly control the de vice 2 and indicate the conditions along the track in direction awayv from which the vehicle is running. `Whichever circuit breaker is connected to the relay 88 will control, through additional apparatus to be described, the device l, which indicates the conditions ahead of the vehicle in the direction in which it is traveling. This circuitbreaker will also control the action of the retarding or stopping mechanism by allovving the electromagnet 26 to be energized or denergized. At the same time, in order to control the speed oi the vehicle regardless of the signaling of the conditions ahead, the centrifugal circuit breaker, before described, is also made to affect the operation of the reta rding or stopping device.

From the description of the circuitbrealc ers 31 and 32, it will be seen that the breakage of circuit is only momentary, since the blade 68 springs back and completes the electrical connection as soon as it has been disengaged by the arm 78. For that reason the contact bar 17 of the relay 16 is so arranged that the magnetism in the relay can not draw it back to make Contact with the conductor 1.8, and it must be replaced man ually as indicated by providing this contact bar with. a handle. Arranged as described, this device 2 Will simply continue to give the visual and audible signal of danger tollowing the vehicle until the contact bar 1i is replaced by the operator of the vehicle.`

rectly connected with therelay 10 like the tying switch. The extreme outer points 45 @conductors 90 and 91 are directly connected to the relay lhbut are connected to the relay 88, asbei'ore described, so that they indirectly control the' operation oi the relay i0 of the device l which the relay forms a part of. Thus the relay 10 is energized by a battery 92 through a circuit by the Way of a conductor 93, to the contact bar 94 of the relay 88 and conductor 95 ivithwhich the contact bar M makes Contact when the relay 88 is energized, through the coil of electromagnet 96, by the Way of a conductor 97, through a contact bar 98 which is attracted by the electro-magnet 9G, through a conductor 99 with which the contact bar 98 makes Contact when held up by the electro-1nagnet 96, through the coil of the relay l0, by the Way of the conductor 100, through the cbil of the electroanagnet 26, and from there through the conductor 101 back to the battery 92. This circuit thus described will be broken indirectly by the breaking of contact in thc circuit breaker 32 on account of the dropping of the contact bar 94 of the relay 88; or, if the rectifying switch 30 be' reversed, breakage of contact in the circuit-breaker 31 will cause the relay 88 to be denergized and drop the bar 94. When the current thus fails by the dropping of the bar 94, the relay 10 will also drop its bar 11, to remain thus dropped until manually replaced as before described. l The electro-magnet 9G is, of course, also denergized by the failure of currentl in this circuit, but there is another electromagnet 102 which also attracts the contact bar 98 when energized. This other electro-magnet 102 is also energized by the battery 92. This magnet is in circuit with the battery 92 through the conductor 61, the liquid conductor 59 o the centrifugal circuit breaker, the conductor 60, the conductor 93, 4through the battery 92,*.by way of the conductor 101, through the coil of` the electro-magnet 26, and by way of the conductor 103 back-to the relay 102.

The speed ofrotation of the hollow body 58 of the centrifugal circuit breaker being proportional to the speed of the vehicle, .and

With the proper design and proportion of parts as described, excessive speed of the vehicle 'will result in breakage of the circuit through the electro-magnet 102, by the withdrawal of the liquid conductor from the terminals of the 'conductors 60 and 61.

As before stated mere breakage of contact at the circuit-breaker 32 `or 31, as the case may be', did not result in dropping of the bar 9 8, but if such occurred While the circuit Was broken through the electro-magnet 102 by the centrifugal circuit-breaker, due to excessive speed of the vehicle, the contact bar 98. would drop when released by the yelectro-magnet 96. The electro-magnets 96 and 102 and the contact bar 98 which they vjboth attract are so proportioned and arrangedthat the electro-magnet 96 cannot retract the bar 98 after it has dropped, but must await the action of the magnet 102 to regain the bar 98 in a position where itcan hold it up. The electro-magnet 102 can raise the bar as soon as it is renergized on any occasion. Therefore, droppage of this bar, due to concurrent excessive speed and danger `ahead, Will impair the circuit of the relay 10 until the speed is reduced to within the proper limits. Thus, it will not avail the operator of the vehicle to fmanually replace the contact bar 11 of the relay 10 in the signal device 1, so long as the excessive speed is p case may have been, and then when the bar' 11 of relay 10 is manually raised it will'be held in its raised position, causing th'edevice' 1 to again display its White light and indi? cate safety ahead.' This bar 11, ofcourse, would not properly be manuall returned until all precaution had been ta en b the proper bounds, upon which by the raising of the bar 98 by the magnet 102 the valve 23 Will be immediately seated by the action of the electro-magnet 26 thus renergized.

The rectifying switch 30 and the centrifugal circuit-breaker 35 may be mounted in a box 104 ixed to the truck beam 105, inside the truck, as shown in detail in Fig. 3, and

the circuit-breakers 31 and 32 may be mount:-

ed on lates attached to the outer ends of the truck earn, as the late 106, shown in Fig'. 3. The conductors rom the circuit breakers 31 and 32 may lead into the box 104 and the other conductors 60, 61, 87 189, 90 and 91 may lead out of said box through a cable 107. The conductors may have any suitable location and may be provided individually for the various apparatus as indicated in Fig. 1, or a single set of batteries may be made to supply the current to the various apparatus connected in multiple. For example the truck indicated in Fig. 3 may be one of the trucks of the tender of a locomotive andthe parts other than those indicated on the truck may be located in the cabof the locomotive. Also, a' dynamo-electric machine may 'furnish the current for the apparatus connected in multiple as shown in Fig. 9, which later described.

A block system suitable or use in con-4 junction With the vehicle-carried ap aratus is represented by the, diagram in willbe gerous condition to a vehicle approaching f the block or leaving it in either direction. It will be understood that all the other blocks of the track may be similarly pro videdwith apparatus.

Provision is made so that a condition in block D will be signaled the len h of two blocks laway from-block D, an also the length of one block away from the beginning thereof` in either direction.y Thus, the signaling'devices for block D in one direction areplaced at the junction of block A With mock B and at @he junction of block B wie.

blockC-on one side of the track, and, in the ig. 2 a 'Where the rails 108 and 109 of the track are;

aisance other direction, similar signaling devices are placed at the junction of block G With block F and at the junction of block Fwith block E on the other side of the track. AEach signaling device as indicated on the one side of the track comprises a motor 112,and on the other side each device comprises a motor 113. lhese details are identical but numbered differently for convenience of reference. Each motor 112 or 113 is supplied with current from battery 111 through a circuit which may be broken by the release of a bar 115 of a relay 116i lt will be understood .that the rails 108 and 109 are not only insulated in sections but are insulated from each-other across the track. This insulation may be afforded practically by the Wooden cross ties or other non-conducting supports for the e, rails. Three relays 117, 118 and 119 are provided for the block D. The relays 117,and 118 are of relatively high resistance and the re lay 119 is of relatively low resistance. lhe relays 116 that control the circuits of the motors 112 and 113 are all in series with a i battery 120, and their circuit alsoA is through the contact bars oithe relays 118, 113 and 117. The contacts are so arranged that release of the bar of the relay 117 or the bar ot the relay 118, by denergization of the respective relay, Will break the circuit; or so that attraction of the bar of the relay 119, by energization of this relay, will open the circuit and denerg'ize the relay 116,'causing the current to fail through 4the motors 112 and 113. The coil of the relay 117 is in circuit With a battery 121 by Way of a conductor 122, from it to the battery, and a conductor 123 to the extreme end oi the block l) in one direction, through the rail 108 to the extreme other end ofthe block D, and tronov there through the conductor 124 back to the relay 117. The Vrelay 118 is in circuitwith the battery 125 through a conductor 126, leading from it to the battery, through a. conductor 127 to the extreme end of the block D in one direction, through the rail 109 to the extreme other end of the block D, and from there through a conductor 128 bach to the relay 118. The coil of the relay 119 has its ends connected to the conductors 129 and 130 respectively. TWhen either relay 117 or 118 is denergized, the release of its bar will break the circuit through the re- 115 With the results before described.

- Also, if the rails 108 and 109 be connected',

the circuit will be closed through both the y batteries 121 and 125 and through the coil n through the relays 116, even though the cir-l of the relay 119, bringing the batteries into series, and since the relay 119 is of relatively loe7 resistance, it Will receive enough current to attracty its bar and break the circuit cuits through the other relays have not been impaired. The joining of the rails 103 and 109 will shunt the high resistance relays 117 and 118, thus causing each to also brealr the circuit of battery 120. Thuis, any vehicle or other obstruction forming electrical connection between the rails 108 and 109 will cause a signal just as surely as will the breakage of either rail.v By this means, any derangement of the track in block D, or any vehicle present therein, will be signaled at the ends of the other blocks by the action of the rnctors 112 and 113.

The mechanism to be operated by the motors 112 and 113 is shown in detail in Figs. 7 and 8. 1`he motor shaft has a pinion 131 meshing With a segment gear 132 swing ing on a horizontal axisin asuitable casing 133 that incloses the motor and the other parts. rlhis segment gear 132 is provided With the arm 78, hereinbefore referred to, to engage with the blade 6801 thecircuit breaker 31 on the vehicle. The si `al devices on the other side of the traer repre sentedv in the diagram in Fig. 2 by the Inotor 113 would have their arms 78 engaged with, the blade 68 ot the circuitbrealrer 32 on the other side of the vehicle, as indicated diagrammatically at the bottom oi. Fig. 1. The arm 7 8 projects through a slot 134: in the side of the casing 133. A countcrrveight 135 hangs on Ithe segment 132, so that the`- segment is held down when there is no cnrrent through the motor and no torque on the )motor shaft. As soon as the motor receives current it raises the segment and draws the arm 78 back through the slot 1311 into the casing so that it cannot engage with the blades of the circuit-breakers on the vehicles. A lug 136 on the segment 132 engages with the pinion 131 and limits the upward travel of the segment, stoppingfthe motor, but the motor continues to exert its torque and holds the segment up as long as the motor receives current, thereby indicating sai'e conditions y in the block. Failure of the current Will immediately permit the arm 68 to extend out and act to indicate danger to the approaching or departing vehicle. l

Assuming the vehicle to be traveling *from top to bottom of Fig. 2 toward block D, the

presence of another vehicle in block U Will be indicated by the action of the motors 112 engaging the arms 78 of their segments With the blade 08 of the circuit-breaker 31, which, in turn, will act on the device 1 on the vehicle. lf the vehicle be traveling away from block D, toward the bottom of the figure, and another vehicle is following in block D, this will be indicated by the action ci. the motors 113 engaging the arms 78 ci. their segments with the blade 63 of the circuit-breaker 32, which. Will causeithe device 2 toact.

As shown in Fig. 9, the generator 137 may be provided on the vehicle and connected to leads 138 and 139. To the lead 238 each ot ,the lamps 3 and 4 and 6 and 7, of the devices 1 and 2, respectively, may have one-of its terminals connected, while the other terminals of the respective lamps will have the conductors-12 and 14 and 18 and 2O for the contact bars 11 and 17 of the relays 10 and 16, respectively, to alternatively Kmake contact with. The .bells and 8 will be connectediin multiple with the lamps 4 and 7, respectively, inl a manner'similar to that illustrated in Fig. 1. The contact bars 11 and 17 are both connected to the other lead 139. The lead 138 connects to one tongue 65 of the circuit-breaker 31 and to one tongue 65 of the circuit-breaker 32. In this instance,a switch 140 is provided with two` pivoted bars. 141 and 142 and threecontact points 143, 144 and 145. Bar 141 is connected to the other tongue 65 of the circuitbreaker 31 and the other bar 142 is connected to the remaining .tongue 65 of the circuit-- breaker 32. The contact point 144 is connected by a conductor`89 to one end of the coil of the relay '88, While the other end of this coil is connected by a conductor 87 to f the lead 139. Thus, with the switch 140 thrown as shown 'in Fig. 9 thev circuitbreaker 31 can make or break circuit through the relay 88 and' `generator 137. The contactpoints 145 and 143 vare connected together andconnected by a conductor 91 to one end of the coilV ofthe relay 16, the other en d of which coillis connected bythe conductor 90 to the lead'139, so that, with through the relay 16 and the generator .137. 1f the switch 140 be shifted, the circuitbreakerV 32 ywill make -or break circuit the vehicle,a signaling device on the vethrough the relay 88 and the generator and the other circuit-breaker `vill control the action of the relay 16. 1t will be understood that this switch may be automatically operated in accordance with the direction of movement of the vehicle in any suitable manner, or as in The relay l 0-is in circuit with the generator v137 through the conductor 10C-and conductor 103, the voil of the electro-magnet 26 and conductor 1 1, to the generator, then through the lead 138, the conductor 93,

'through the bar 94of the relay 88, through theconductor 95 with which said bar makes contact, through the electro-magnet 96, the

v conductor 97 and the bar 98, and the conductor 99;;back to the relay 10.

The electro-'magnet 102 has one end of its coil connected to the conductor 103, the other endof the coil being connected to conductor 61 connecting'with lthe liquid-con- `ductcrv 59 of the centrifugal circuit breaker.

The otherl conductor 60 leadsl from the liquid conductor 59 and connects to the lead 139.

The operation of the apparatus `will be the .switcli 140 thrown .as shown, the circuit-l breaker 32 can make' or breaky .circuit the manner hereinbefore described.

memes the same ashereinbefore described. Such i:

an arrangement is.A ,especially suitable for use on electric vehicles, where the current for the signal apparatus may be taken from the same sourceas'that of the motive current; or on a locomotive where electric lightv ing is employed and a small generator is provided.

It will be understood that the centrifugal circuit-breaker may be dispensed with where it is notdesired to control the speed of the vehicle otherwise than by depending upon the care of the operator. With the speedcontrolling devices eliminated, the apparatus would be arranged so that opening of the circuit-breaker 31 orv 32 would cause both the, visual and audible signals and-the stopping and retarding devices to operate on each occasion, regardless of the speed.l The stopping and retarding device may also be eliminated, leaving only the signals to be controlled by the circuit-breakers, or the j relying on a stopping or retar ingdevce.

From the foregoing it will be understood i that my invention is capable of considerable modification without departing from the scope and spirit thereof, and therefore I 'd'. not` wish tobe understood as being limited to .the precise illustration and description herein set forth as examples, but

What VI claini as new and desire to secure byLetters Patent is:

l. 1n"railway Vsignal and control appagagngmeans along the path of travel of hicle, electro-magnetic means for controlling the'signaling device by energization and deenergization of the means, said means being 'dependent upon -manual return after deenergization, a, bar in the circuit of said means, companion electro-magnetic means, either of which holds the bar in circuitymaintaining position when energized, the

bar being 'released and breaking the circuit when both' of said companion means are deenergized, the first one of said two means having a `circuit through 'said bar and through the means that controls said signaling device and being `unable to return said Abar to circuit-maintaining position upon re- -energizatiom but the second one of said two means being able to so return said bar when reenergized, a fourth single electro-ma etic means and a bar for said `:means also inthe circuit of the lirst one of the two means to make or break the circuit, '1i-source of current, means connecting this circuit with said source, means included in the circuit of the fourth electro-magnetic means adapted to be engaged by the means along the path of the vehicle to make or break said circuit, a cirratus, in combination with a vehicle and enarenoso cuit for the second one of said companion means, means connecting this circuit with a source of current, means in this circuit to make or break the circuit,l actuated in accordance with the speed of travel oit' the `vehicle, and electromagnetic means adecting the mechanical o eration of the vehicle by energization an denergization of the means, included in thecircuit which includes the means controlling the signaling device and the irst one of said two means and the bar of said fourthmeans.

Q. lin railway signal and control a paratus, in combination with a vehicle an en* gaging means along the path of travel of the vehicle, signaling devices on the vehicle, separate electro-magnetic means for controlling the signaling devices by energization anddenergizationof the means, said means beingy dependent upon manual return after denergisation, a bar in the circuit otono of said means, companion electro-magnetic means, either of which holds the bar in circuit maintaining position when energized, the har being released and breaking the circuit when both ofsaid companion means are denergized, the first one of said companion means having a circuit through said bar and through the means that controls one of said signaling devices and being unable to return said bar to circuit-maintaining position upon renergization', but the second one lci? said companion means being able to so return said bar when renergized, a fourth single electro-magnetic means and a bar also in the circuit ci the first one of said companion means to makeor break the circuit, a source 'of current, means connecting this circuit with said source, and means in the circuit of the fourth electro-magnetic means adapted to be engaged by the means along the path oil'A the vehicle ,to make or break said. circuit, a circuit for the second one ot said companion means, means connecting this circuit with a source of current, and means in this circuit to make or break the circuit,

actuated in accordance with the speed of travel of the vehicle.

3. In railway signal and control apparatus, in combination with a vehicle and en gagging means along the path of travel of the vehicle on both sides c'f the path, signaling devices on the vehicle, separate electromagnetic means for controlling each signaling device by energization and denergizm tionof the means, said means being dependcnt upon manual return after denergization, a bar in the circuit of said controlling means of one of said signaling devices, companion electromagnetic means, either of which holds the bar in circuit-rnaintaining;l

position whenrenerg'ized, the bar being ren leased and breaking the circuit when both of vsaid companion means :1ro denergrized, the tiret one oit said companion means having a circuit through said bar and throughthe means that controls lsaid 'signaling device and being unable to return said bar to circuit-maintaining position upon rechern giaation, but the second yone of said compan- 7o ion means` being able to so return vsaid bar `-when re'e'nergized, a fourth single electromagnetic means and a liar for said means also in the circuit of the first one of the companion means'to make or break the circuit, 7s

means included in the circuit of the fourth `electronaa-,gnctie :means adapted to be engaged by 'the means `along one side of the path of the vehicle to Ineke or 'break .said circuit, a circuit for 'the second one of saids companion means, means in this circuit to make or break the circuit, vactuated in ac cordance with the speed of travel of the vehicle, a circuit forthe controlling means of the other one of said signaling devices, et

`naliiiig,dev-ice by energization and denergization ot the means, said means being del pendent upon manual Kreturn after dener gization, a bar in the circuit of said control ling, means of one of said signaling devices, -l0@ companion electro-magnetic means, either of which holds the bar in circui'tniaintaining position when energized, the bar being released and breaking the circuit when both of said companion means are 'denergizedflo the first one of said companion means having a circuit through said bar and through the means that controls said signaling device and being unable to return said 4harto. circuitmaintaining position upon renerfl gization, but the second one of said companion means being able to so return said bar when renergized, a fourth singleelectro-magnetic means and a bar for said means also in the circuit ofthe first one oit the y companion means to make Vorbrealr the circuit, means included in the circuit of the fourth electro-magnetic means vadapted to be- -engaged by the means along one side ofthe path ot' the vehicle to make or break said '120.

circuit, a circuit for the second one of said companion means, means connecting this circuit with a source of current, means in this circuit to make or break the circuit, actuated in accordance with the speed of tra-vel of the vehicle, and electro-magnetic means, affecting the mechanical operation; of the vehicle by energization und denergif/:ation of the means, included in the cir` cuit which includes the controlling meansof '130 the first described signaling device and the first one of said companion meansand the bar of said fourth means; 4 l

5.'In railway signal! and control apparatus, in combination with a vehicle, engaging vineens along the ypath yof .travel of the vehicle, signalingy elements on the vehicle of different visual f characteristics, electro-magnetic means rendering one or the other of I- tion or4 denergization of the means, said said signaling elements active by energizei means being dependent upon manual return after denergization, a bar in the circuit of fsaid' means, t companion electro-magnetic t means, either of which holds the bar in cir- ;cuit-maintaining position when energized, the bar being released and' breaking the i circuit when both of said companion means i are denergized, the.rst one of said comipanion meanshaving a circuitrthrough said ,fbar and through the. means that controls `said signaling vdevice and being unable to {,Alreturn said bar to circuit-maintaining posinecting this circuit with said -source, and

means"v in the circuit ofthe fourth electromagnetic means adapted to be engaged by,` the means along thepath of the vehicle toA make or break said circuit, a circuit for the second one of said companion means, means` connecting this circuit with la source of current, and means in this circuit to make or break the circuit, 4actuated in accordance with the speed of travel of the vehicle.

6. ln railway Asignal and control 'apparaf tus, in 'combinatin with a vehicle, engaging means alongithe path (if-travel of the vehicle, signalingelements on thevehiclc of 'different visualcharacteristics, electro-magu neticv means rendering one or the Aother ofvsaid signaling elements activeby energica-l tion .or den'ergization 'of the means, said means being dependent upon manual return aifter denergizatiom a bar in the circuit of said controlling means of'one of saidsignaling devices, .companion electro-magnetic 1 means, either of which. holds the bar-in circuit-maintaining' position when energized, -the bar being released and breaking 'the cir- ',cuit when both of said companion means '-aredeneigized, the first one of said companion means having a circuit through said bar and through the means that controls said signaling device and being vunable to f return said bar to circuit-maintaining position upon renergization, but the second one of saidvcompanion means being able to so return said bar when reenergized'a fourth A.Single electro-magnetic means, 'and a bar for f i 1,137,0se

said means Valso in the circuit of the first one of the companion 'means to make or this circuit to make or break the circuit, @actuated in accordance with the speed of travel of the vehicle and electro-magnetic means, affecting the mechanical operation of the vehicle by energization and denergizi- .tion of the means, included in the circuit which includes the-means controlling the signaling device, the first one of said companion means and the bar of said fourth means.

. I In railway signal and control apparatus, in combination with a vehicle, engaging means along the path of travel of the vehicle on both sides of said track, signaling devices on the vehicle each comprising signaling elements of dilierent visual characteristics,separate electro-magnetic means for e'ach signaling device rendering one or the other of said signaling elements active by energization or denergization of the means, said means being dependent upon manual l return after denergization, a bar in the circuit of said controlling means on one of said signaling. devices, companion electro-magnetic means, either of which holds the bar lin circuit-maintaining Iposition when energized, the bar being released and breaking the circuit when bothof, said) companionmeans are denergized, the -first one of said companion means having a circuit through said b'ar and'through'the means that controls said signaling device and being unable to return said har to circuit-maintaining position upon renergization, but the second one of said companion means being able to so returnsaid bar when renergized, a fourth single electro-magnetic means and a bar for said means also in the circuit of the first one of the companion means to make or break the circuit, means included in the circuit of the 'fourth electro-magnetic means adapted -to be engaged by the means along one side of tliepath of the vehicle to make or break said circuit, a circuit for the second one of said companion means, means in this circuit to make or break the circuit, actuated in. ac-

` coi-dance with the speed of travel of the ve- 'breakthe circuit, means included in the cirvehicle on both sides of said track, signaling devices on the vehicle each comprising signaling elements of different visual characteristics, separate electro-magnetic means for each signaling device rendering one or the other of said signaling elements active by energization or denergization of the means, said means being dependent upon manual return after denergization, a bar in the circuit of said controlling means of one of said signaling devices, companion electromagnetic means, either of which holds the bar in circuit-maintaining position when energized, the bar being released and breaking the circuit when both of said companion means are denergized, 'the first .one of said companion means having a circuit through said bar and through the means that controls said signaling device, and being lunable to return said bar to circuit-maintain- 1 ing position upon renergization, but the second one of said companion means being able to so return said bar when renergized, a fourth single electro-magnetic means and means adapted to be engaged by the means alongone side of the path of the vehicle to.30

make or break said circuit, a circuit for the secondone'of said companion means, means connecting this circuitwith a source of current, means in this circuitto make or `break the circuit, actuated in accordance with the speed of travel of thervehicle, and electromagnetic' means, affecting the mechanical operation of the vehicle by energizationand denergization of the means, included in the circuit which includes the controlling means of the first ydescribed signaling device and the first one of said companion means and the bar of said fourth means.

y cnnis'rmnr nUMoLn. Witnesses RALPH RIGBY, GEO; G. DICK. 

